US1398932A - Track construction - Google Patents

Description

w. A. BHADEN.

TRACK CONSTRUCTION. 'APPLICATION'FILEDJU-NE2B. 1919.

'1,3 98,932. Patented Nov. 29, 1921.

4 d/ s SHEETS-11521.

W. A. BRADEN.

TRACK CONSTRUCTION, APPLICATION FILEDJUNE 28,l919.

1398,932 Patented Nov. 29, 1921, y 3 SHEETS-SHEET 2.

w. A. BRADEM i T BACK CONSTRUCTION.

ARBLICATION FILED IUNE 28, 1919.

WILLIAM A. BRADEN, 0F CLEVELAND, 01E-HO, ASSIGNOR OF ONE-HALF T0 THEODOBE I-I. ,ECrK-IOSF, OF CLEVELAJNTD, OHG.

TRACK CONSTRUCTION.

ressens.

Specification of Letters Patent.

Patented Nov. 29, 1921.

Application filed .luney 28, 1919. Serial No. 307,395.

To all 'whom t may concern.' l

Be it known that I, WILLIAM A. BRADEN, citizen of the United States of America, and resident of Cleveland, in the county of Cuyahoga and State of Ohio, have invented new and useiiul Improvements in Track Construction, of which the following is a specification.

This invention relates to track construction and more particularly to an improvenient in the type orn track construction disclosed in Patent No. 893,134, granted. to Ine July lll, 1908, and in Patent No. 927,216, granted to nie July 6, 1909.

lieretotore, as iiar as l ani aware, the running rails have been spiked or otherwise secured to cross-ties which supportithein upon the roadbed. l/Vith this construction, when a heavy rolling load passes over the rails, the cross-ties are depressed into the ballast of the roadbed during the period of application o'j the load and, in view oi the tact that the ties are `tastei'ied to the rails, they follow the rebound of the rails after the passage of the load and are lifted from a bearing contact with the ballast. There are therefore inany ties which lo not support the rails, but merely rise and fall with the track' wave unless the load is suilicient to depress thein low enough to reach a bearing upon the ballast.

inasmuch as the lower supporting surfaces or' the cross-ties are customarily buried in the ballast, it is ahnost impossible to determine t-he extent to which the ties bear upon the ballast unner conditions ot" no load or coniparatively light load.

in object of iny invention is to provide a substantially continuous support for the rails of a track interposed between the rails and the ballast. Si further object of the invention is te provide ine-ans tor supporting rails upon the roaclbed and retaining thein at the proper without the use of supporting ties attached to the track. rl`hese objects are attained by supporting the rails upon plates or the like disposed between the rails and the roaubed and unattache-d to the rails ont in intiinate contact with both the rails and the roadbed when the Yrails are n ticut l" l and by holding the rails in .i at the proper gage by gage bars.

Si further object iny invention is to provide simple ineans for securing the 'rails to the gage bars which also replace the usual fish-plates at the rail joints allowing eX- pansion and contraction at both ends ot' each rail.

A. still further object ot my invention is to provide a track construction which is siniple and durable and less expensive to maintain than track construction heretofore proposed. rThis object is attained by providing a construction which eliminates the ties, tieplates, spikes, anchoring devices, fish-plates, and bolts necessary in the track construction now widely in use.

tOther objects of theinvention will appear troni the following description and accom panying drawings in which I have disclosed certain illustrative species of the genus ot' my invention.

Figure 1 is an elevational View showing one embodiment ot' my invention in which the rails are supported upon concrete plates or blocks;

Fig. 2 is a section taken on line 2 2 of Fig. 1;

Fig. 3 is an elevational view showing the manner oi" supporting rail joints in accordance with the embodiment disclosed in Fig. 1;

Fig. e is a section taken on line ele-L1 of Fig. 1, showing the rail insulated from the securing means; i i i Fig. 5 is a plan view oi a portion of the track shown in F ig. 1 showing the concrete omitted in the region of the gage bars;

F ig. 6 is a longitudinal section taken on line 6 6 of Fig. 4;

Fig. 7 is an elevational view showing a further embodiment of iny invention inY which the rails are supported upon metal v olates and niodilied wave rods are einnlo ed D C l 3 Fig. 10 is a section taken on line 10-10 of Fig. 7; l

Fig. 11 is a topl plan view of the central portion of track construction shown in Fig.

7 with the supporting plateoinitted; l

Fig. V12 is a longitudinal section through the rail securing ineens shown inFig. 11

taken on a line substantially through the ange of the stiiening member;

Fig. 13 is a plan view of a section of track constructed in accordance With the embodiment of Fig. 7;

Fig. 14 is a side view of the section of track shown in Fig. 13;

Fig. 15 is a detail of gage bars Which may be employed on curves;

Fig. 16 is an end vievv of the construction shown in Fig. 15; and

Fig. 17 is a detail of a modied form of gage bar Which may be employed on tracks i which employ only running rails.

Referring to Figs. 1 to 6 inclusive, I have shown a portion of track constructed in accordance with one embodiment of my invention in which the ruiming rails are shown at 1. Beneath the rails and parallel thereto are reinforcing or stiffening members 2 which are preferably in the form of bulb or deck beams as shown, For maintaining the gage betvveen the running rails, gage bars 3 are provided. rllheA rails 1 are held in iixed `relation to the members 2 and to the gage bars by means of securing means 4 comprising clamping members 5 and 6 substantially channel-shaped in cross-section and opposed to each other onopposite sides of the rails and stifening members. These clamping members are shaped to lit the flanges of the members 1 and 2, and are spaced along the track at intervals as shown in Fig. 1. Each clamping member is provided With a transverse opening through which the end of a gage bar 3 passes, and with a lug 12 as shownin Fig. 6 for engagement with a notch in the flange of the rail to prevent the clamps from moving along the rail.

The gage bar is formed With a thickened end 7 slotted as at 8. Positioned Within the slot on either side of rail 1 for coperation with clamping members 5 and 6 is a gib 9 and key 10. With the construction above described the position of the rails 1 relative to gage bars 3 may be adjusted to determine the gage of the track and the rails and stifening members 2 are clamped rigidly together.

Interposed between the base of the rails 1 and the ballast of the roadbed are plates or blocks of concrete 11. These track plates eX- tend substantially from one securing means 4 to the next, but do not inclose them. Each rail is thus independently supported by a substantially continuous series of concrete plates which rest upon the ballast but are unattached t0 the rails. In Fig. 2 the concrete is shown `as extending up underneath the ball of the rail on the outside of the rail and down upon both sides of the stiffening member 2.

If desired. When the rails are employed as conductors for operating train signals,`the rails 1 may be insulated from the clamping means 4 by suitable insulation 13 as shown in Figs. 4 and 6.

At the joints between abutting rails a securing means 14 is employed which is pref erably Wider than the securing means 4. The means 14 comprises tivo opposed clamping members and is arranged to receive the ends of two gage bars 3 in the same manner as described hereinbefore in connection With securing means 4. By providing a securing means of considerable length at the rail joints, the usual fish plates, bolts and bolt holes in the ends of the rails for holding abutting rails in alinement areA made unnecessary.

From the foregoing description it is evident thatwith my improved track construction, each running rail is separately supported upon the roadbed by a substantially continuous series yof concrete blocks. These blocks are unattached to the rails and therefore the rails are free to move vertically relative thereto. In the normal or quiescent condition of the track the blocks are tamped until they bear lirmly underneath the Hangs of the rails. Upon the application of a rolling load to the rails the blocks then transmit the load directly to the roadbed. After removal of the load the blocks not being attached to the rails do not rebound with the rails but retain their depressed position on the'roadbed. If then any blocks are insufciently tamped a space will be left between the rail and blocks which is readily apparent to the track inspector. Such blocks may then be properly tamped until the rails are firmly supported by all of the blocks. The stitening members 2 assist the rails to distribute the load over a large number'of blocks, reducing` to a minimum the contortion of the rails by improving the moment of inertia.

In Figs. 7 to 12 I have disclosed a modiied form of my invention in Which metal track plates are employed in the place of concrete plates and in which a modified form of gage bar is used. The running rails are shown at 1 connected to the stiliening members 2 by securing` means 15 and 25. Each securing means 15 comprises apertured clamping members 16 and 17, channelshaped in cross-section. Passing through the apertures in the clamping members are gage bars 18 substantially Ill-shaped in crosssection. The ends of each bar 18 Where they pass through the members 16 and 17 are provided as `shovvn in Fig. 9 with` keyvvays 19 and 20 formed by removing portions of the vveb of the bar and slotting the lianges of the bar above and belovv the openings in the web; The metal which is struck out to form the slots in the flanges of the bar for keyvvay 19 is not entirely removed but bent into the opening inthe flange as at 21 and 22 to form a gib. A key 23 is positioned in keyway 2O for coop-eration with the clamping member 17 and a key 24 is positioned in keyway 19 for cooperation with member 16. By adjustment of the keys in their respective keyways the clamping members are caused to'grip the flanges of the rails and stillening members, and the position ot they rail relative to the gage bar 18 is determined tor the purpose of fixing the-gage et the In Figs. 7, 11 and 12,1 have means for securing the rails to the stifteniiig members at the joints where two stillening members abut. These `securing means are similar to the securing means 15 eX- p members at the joints of the rails. This sefiov 1 curing means 27 is made wide enough to embrace a substantial portion of 'the' abutting ends of rails 1 and is Yprovided with apertures through which two gage-bars 18 pass and are secured by wedges 23 and 24 in the manner shown in Fig. 9.

For transferring the load from the running rails 1 to the roadbed, plates 28 are provided. These plates may be rolled from steel plate or cast from steel or iron as desired, and are adapted to engage beneath'the flange of the rails when the ballast of the roadbed has been well tamped beneath them. is shown in Fig. 7, the plate 28 extends between securing means 15 kbeneath and parallel to the rail 1 and is provided with an opening 29 through which theA clamping members of securing means '25 extend.

In Figs. 18 and'1ll I have disclosed. a complete section of track vemploying track vlates 28 for suo ortinoa therails in thel region of the joints between stilening members and shorter platesBO between adjacent securing means 15.

At curves, Ys, switches, etc., the rails 1 and stiileniiig members 2 may be secured together by clamps 31 of substantially I- sliaped cross-section as shown ink Figs. 15 and 16. The rail 1 rests upon the upper A lla-nge ot the clamp which is east or otherwise formed with a lip which overlies .one edge of the base of the' rail. The clamp rests by its lower flange upon the upper surface ot the liangey of member 2, the fla-nge of the clamp being termed along itsouter edge with a lip 33 which embraces/ the ,outer edgel oit theilange of member 2. For clamping the inner edges of the rail base and flange of member 2 to the liaiiges ot clamp 31 the gage bai-s Se and 85 are secured by bolts 36 to the 'langes of clamp 31 with their ends overshown a v lying the base of the rail and liangeof member 2 as clearlyshown in Fig. 15. To secure a. more eflicient bracing ot the rails for preventing any tendency Jfor them to turn about their longitudinal axis the gage bars 3e andk 35 are crossed as at 38, each bar extending from the upper flange of member 31 on one side of the track to the lower flange of inember 31 at the other side of the track.

The concrete or metal track plates hereinbefore described may be used with the ordinary tracks being placed beneath the rails where ties become rotted out, or every other cross-tie may be removed and plates inserted. The remaining cross-ties then serve principally as Vgage maintaining means. The track plates may also be used asa supporting medium throughout the entire track, the cross-ties then being entirely eliminated and the rails held to gage by gage bars which might be of the general torni shown in Fig. 17. These gage bars comprise two members 39 and 40, secured together by suitable means as bolts 41.

By supporting the ruiming rails upon track plates, the track is more firmly supported than by the track construction heretofore proposed resulting in relatively less track wave, in grade reduction and consequently in a greater efficiency in the motive power both on level runningand hill climbing. rlhe rolling stock is subjected to less vibration'and in consequence the cost ot maintenance of thev rollingl stock is materially reduced.

The track plates. inasmuch as they overlie the stiffening members will to a large extent prevent rain or snow-water from accumulating adjacent to or in sub-soil of the ballast surrounding-'the stitlening members and will thereby prevent the formation in winter weather of hard frozen spots beneath the rails which would seriously arl'ect the smoothness ot operation over the track. The plates also having extensive surfaces will reduce the expansion and contraction ot the y rails by absorbing heat from the rails in winter. The rails may therefore be laid with their ends in relatively close association.

By providing the track plates unattaclied to the running rails, their supporting contact with the rails can be readily ascertained by the track walker or inspector, and if found out of Contact withthe under side of the rails whenthe track is without load, the condition of suoli plates can be reported for proper tamping. 1 i

lllhile l have shown one form of gage bar associated with] a specified type et track plate, it will be understood that the difierenttypes ot track plates which l have illustinted, byway otexemplilication. may be 'used interchangeably with anv I claim:

l. In railroad track construction, the combination of rails, means connectingr with the rails and extending downwardly into the roadbed for restraining lateral movement of the rails, and means underlying said rails in extensive Contact with the roadbed for supporting said rails, said last means being unattached to the rails or other supporting elements.

2. In railroad track construction, the combination of rails, vertically disposed members extending from the rails into the roadbed for restraining lateral movement of the rails, horizontally disposed members interposed between said rails and the roadbed for supporting the rails, said first members being attached to the rails and said second members being unattached to the rails and to said rst members.

3. In railroad track construction, the combination of rails, parallel flanged stiffening members therebeneath, means for maintaining the gage of the track, and supporting means disposed beneath each rail and between adjacent gage means, said supporting means having detachable contact withA the underside of said rails for supportingthe rails upon the roadbed.

4. In railroad track construction, the combination of rails, parallel flanged stifening members therebeneath, means for clamping the rails and the stiffening members together, means for maintaining the gage of the track adjustably connected with said clamping means, and plates disposed beneath each rail for supporting' the rails upon the roadbed.

5. In railroad track construction,the combination of rails, parallel flanged stiifening members therebeneath, securing means comprising pairs of opposing clamps adapted to engage flanges of the rails and the stiffening members and gage bars for maintaining the gage of the track and having adjustable connection with said securing means, whereby the gage of the track may be adjusted, and the said clamps secured against the rails and stiening members.

6. In railroad track construction, the combination of a rail, securing meanscomprising a pair of opposing clamps each adapted to engage the flange of the rail, a slotted gage bar passing through said clamps beneath the flange of the rail, and gibs and keys within said slot for forcing said clamps against the rail.

7. In railroad track construction, the combination of a rail, a flanged stiflening member beneath and paralleling the rail, means for securing the rail to the member comprising a pair of opposing apertured clamps each adapted to engage flanges of the rail and stiening member, a slotted gage bar passing through said clamps between therail and said member, and gibs and keys Within the slot for forcing said clamps against the rail and member.

8.k In railroad track construction, the combination of a rail, a flanged stifening member beneath and paralleling the rail, means for securing the rail to the member comprising a pair of opposing apertured clamps, each adapted to engage flanges of the rail and the stiffeningmember, a slotted gage bar passing through said clamps between said rail and said member, and a gib and key within the slot and in association with each clamp for forcing the clamps against the rail and member. y

9. In railroad track construction, the combination of a rail, a flanged stiffening member beneath and paralleling the rail, means for securing the rail to the member comprising a pair of opposing apertured clamps, each clampl being channel-shaped in crosssection and adapted to engage flanges of the rail and the stiffening member, a slotted gage bar passing through said clamps, and gibs and keys Within the slot and embraced by the flanges of said channel-shaped clamps for forcing said clamps against the rail and member.

l0. In railroad track construction, the combination of abutting rails, a flanged stiffening member beneath and paralleling the rails, means for securing the ends of said rails together and t0 the member comprising a pair of opposing apertured clamps, each being adapted to engage flanges of the rails and the stilfening member, a slotted gage bar` passing through said clamps, and a gib and key within the slot and in association with the clamps for forcing them into association with the rails and member.

11. In railroad rtrack construction, the

Y combination of abutting rails, a flanged stiffening member beneath and paralleling the rails, means for securing the ends of said rails together and to the member comprising a pair of opposing apertured clamps, each being adapted to engage flanges of the rails and the stifl'ening member, slotted gage bars passing through said clamps, and gibs and keys within the slots and in association with each clamp for forcing the clamps against the rail and member and adjusting the gage i of they track. v

12.` In railroad track construction, the combination of a rail, a flanged stii'ening member beneath and paralleling the rail, meansY for securing the rail tothe member comprisinga pair of opposing apertured clamps, each clamp being adapted to engage flanges of the rail and the stiffening member, a gage bar of substantially I-shaped cross-section passing through said clamps, the web of said bar being cut away near its end and its angesslotted to form a key- Way, and a key within the keyway and in association With each clamp for forcing the clamps against the rail and member.

13. In railroad track construction, the combination 0f a rail, a flanged stiffening member beneath and paralleling the rail, means for securing the rail to the member comprising a pair of opposing apertured clamps, each clamp being adapted to engage flanges of the rail and the stiflening member, a gage bar of substantially I-shaped crosssection passing through said clamps, said bar being provided With keyways formed by removing a portion of the Web of the bar and striking in portions of the flanges of the bar into the opening so formed in the web, and a key Within each keyway and in association with each clamp for forcing the clamps against the rail and member.

14:. In railroad track construction, the combination of rails, flanged stiffening members beneath and paralleling the rails, means for securing the rails to the members, and gage bars for maintaining the gage of the track and for clamping said rails and members to said securing means.

15. In railroad track construction, the combination of rails, flanged stiff'ening members beneath and paralleling the rails, means for securing the rails to the members, gage barsV for maintaining the gage of the track' combination of rails, flanged stifiening members beneath and paralleling the rails, means for securing the rails to the members, gage bars for maintaining the gage of the track and for clamping said rails and members to said securing means, and means for insulating said rails from said securing means.

17. In railroad track construction, the combination of rails having notched flanges, flanged stiffening members beneath and paralleling the rails, and means for securing the rails to the members, said means being rovided with lugs for engagement in the notches of the flanges of the rails to prevent longitudinal movement of said means along said rails.

Signed by me at Cleveland, Ohio, this twenty-fourth day of J une, 1919.

WVM. A. BRADEN.

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